Railway road-crossing.



H. c. INNES. RMLWAY ROAD CROSSING. APPLICATION FILED NOV, II. 1916- Patented Dec. 26,1916. I

2 SHEETS-SHEET I.

' Wain/656$) H. CANNES.- RAILWAY ROAD CROSSING.

APPLICATION FILED NOV= H. 1916..

Patented Dec. 26, 1916.

2 SHEETS-SHEET 2- Witneses UNITED STATES PATENT "OFFICE.

HARRY C. INNES, OF CINCINNATI, OHIO.

' To all whom it may concern .Be it known that I, HARRY C. INNns, a citizen of'the United States, and a res dent of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Railway Road-Crossings, of which the following is a specification.

My invention relates to crossings where roads or streets cross railway tracks; and its object is to simplify the installation and increase the durability of structures of this character. 1

My invention consists in the parts and in the details of construction andarrangement of parts, as will hereinafter be more fully described and claimed.

In-the drawings: Figure 1 is a plan view of part of a railway road-crossing constructed according to my invention; Fig. 2 is a transverse vertical section on planes corresponding to the line 2-2 of Fig. 1; Fig. 3 is a longitudinal vertical section of the end part of a railway road-crossing, constructed according to my invention, the section being on a plane corresponding to the line 3-3 of Fig. 1; Fig. 4 is a longitudinal vertical section similar to Fig. 3,.but showing only an intermediate part of the crossing, and showing a modification of the supporting strips; Fig. 5 is a view similar to Fig. 2, but showing a modification of the surface structure; Fig. 6 is a partial view similar to Fig. 2', but showing other modifications of the surface structure; Fig. 7 is-a view similarto Fig. 6, in which the modifications 'of both Figs. 5 and 6 are incorporated; Fig.

8 is a plan view of part of a railway roadcrossin embod in m invention and installed in a curved part of the track; and also affording a. plan View of the modification illustrated in section in Figs. 6'and 7 and Fig. 9 is an enlarged sectional. detail corresponding to Figs. 2, 5, 6 and 7, showing the preferred fastening means.

As shown in Figs. 1 and 2, my improved surface structure is made up of the element 1 between the rails 2 of the track, and elements 3 and 4 outside the rails; these latter two being of different styles, either one of which may be used, according to requirements. The element 3 is for use where the crossing roadway has substantially the level of the tops of the rails 2; while the element .4 is used for a lower roadway. All the ele- RAILWAY ROAD-CROSSIN G.

Specification of Letters Patent.

Patented Dec. 26, 1916.

Application filed November 11, 1916. Serial No. 130,785.

flanges orcurbs running parallel with the rails 2, and parallel with the depressions parts 6.

The element 1 has its flanges or curbs 7v of substantially the height of the'rail 2, and is of such width that the lower edges of these flanges or curbs 7 will bear along the tops of the cross-ties 8 of the track, far enough away from the inner edges of the bases of the rails 2 to not rest on the spikes Thus the element 1 is spaced away from the inner sides of the heads of the rails far enough to afford the required space for passage of wheel flanges. Preferably the flange 7 is slightly flared away from the rail where it joins the main part of the element 1, as clearly shown in Fig. 2. At the same time, these flanges or curbs 7 hold the ballast 10 up under the element 1, away from the heads of the rails 2, properly supporting the element 1 and guarding against obstruction of the space where the flanges of the wheels must pass.

The elements 3 and 4 have inner flanges or curbs 11 which may come against the outer side of the head of the rail 2, and they have outer flanges 12 and 13, respectively, which extend down far enough to lap over the outer ends of the cross-ties 8, to which they are fastened. For supporting these elements, suitable supporting strips 14, 1-1 or 1 1, respectively, are fastened longitudinally of the cross-ties 8 by suitable means, such as the lag screws 15. Then the ballast 10 is filled in between the cross-ties 8 and between these strips 14, 14 or 14", after which the sheet metal elements 1, 3 and 4,

' system. Modified supporting strips 14 may be made of old steel rails cut to the required length, as shown in Fig. 4. 'These may be fastened to the cross-ties 8 by means of spikes 15, and the surface structural element may be secured to these metal supporting BEST AVAILABLE COP strips by means of machine screws 16 tapped into the tops of the rails 14: \Vhatever fastening means is used, it is preferably passed through the bottom of a corrugation or depression 5. The tops of the supporting strips may be notched to receive the bottoms of these corrugations or depressions 5, as in the strip 1 6" in Fig. T, and the heads of the screws 15 countersunk; or they may be left smooth and the surface element be selfsupporting between the corrugations as shown in the other parts of the drawing, which latter construction is preferred.

At the lateral terminations of the crossing. as shown in Fig. 3, the surface elementis bent down at a gradual inclination along the track and its end suitably secured to a cross-tie S. This prevents catching of chains, rods or other loose parts of passing rolling stock, and also retains the ballast under the structure at the sides.

Instead of making the surface structure between the rails all in one piece. as in the example just described. it may be made in a plurality of pieces or sections. each preferably running the entire width of the crossing along the track, and with the sections suitably joined to form a practically continuous surface. Such a modified construction is shown in Fig. 5. The elements 3 and 4, outside. the rails 2, are shown as in Fig. 1; but inside the rails 2 there are sections 17 having the flanges or curbs 7 spaced away from the rails 2 as in the preceding example, and a middle section 13. The section 17 have the depressions or corrugations 5 running parallel with the flanges or curbs T. and the inner edge of each section 17 preferably consists of a complete one of these depressions or corrugations 5. The middle section 18 has the depressions or corrugations 5 running in the same direction, and each one of its edges that meets one of the sections 17 preferably consists of one of these depressions or corrugations 5 to overlap and lie in the terminal corrugation or depression 5 of the adjacent section The nails ll) pass down through these overlapping parts into the supporting strips 1%. By thus having the surface structure between the rails in sections, 1t is less ditlicult to provide a. proper disposition of the ballast 10 under the surface structure. Thus, the end structure 17 may be secured in place first; ballast 10- may be tamped under them through the opening left in th middle, and this part of the crossing may be filled with the ballast, which may readily be tamped solid; and then the middle section 18 may be secured in place. The ballast under the parts of the crossing outside the" rails 12 may generally be tamped tight enough by tools inserted under the rails from the middle of the track before any of the surface structure is placed in pofition between the rails. Therefore, itwill usually be unnecessary to make either one of the outside elements 3 and l in more than one piece. However, it will be understood that my invention comprehends the making of either the inside or outside surface structure in one or more sections.

Where there is no liability of the collection of much substance to fill the flange spaces. as, for-instance, on railroad crossings in city streets which are usually kept clean, the surface structure between the rails may have modified flanges or curbs T, such as the flange shown in Fig. (3, which, instead of extending down to the cross-tie 8 as in the ,j'i leceding example, is inclined downward from the main part at about the angle of the flaring part in the preceding example, and then extends transversely across the flange space and up under the head of the rail '2. preferably having its edge turned up and fitting close up against the lower side of the head. The ballast or filling material 10 occupies the space under this transverse flange or curb T and supports the flange or curb against all ordinary depressing action, but not firmly enough to cause derailment should there be an obstruction in the flange space such as would cause the flange to rise above the rail ifnot permitted to yield downs wardly. For country road-crossings, which are not cleaned. the deep flange space, as in the first example, is generally preferred.

It will be understood that the surface structure between the rails -may have the transverse flanges or curbs W on a single unitary element, as shown in Big. 6, so that the structure is, in this respect, like the examples of Figs. 1 and 2; or they may be on the end sections 17, as shown in Fig. 7, and, therefore, in this respect like the example of Fig. In this latter example, butt joints between the sections are preferable, as shown in Fig. 7. Fig. 8 affords a plan view of a crossing with the transverse flange 7'; and also shows part of the surface structure between the rails made up of a plurality of sections, as in Figs. 5 and 7, with a lapped joint at the left and a butt joint at the righlj It will be understood that either kind of joint may be employed in any of the examples. Fig. 8 also illustrates how the crossing is constructed when the track is curved Thus. the surface elements may have their ends 1. 3 or 4' cut at proper angles and brought together to form butt joints on their respective supporting strips ll, 14 and 14", as shown in Fig. 8. These joints may be at suitable intervals, depending upon the radius of the track curve. As herein shown, the curve is of comparatively small radius, and the joints would be at every second cross-tie.

In installing a railway road-crossing as i above described, it is advantageous to coat or impregnate the cross-ties 8 and supporting strips 14, 14 and 14 with moisture resisting material before the ballast and surfacing elements are placed in position. Also, the surfacing elements should receive waterproof coatings on their under sides before being laid; and the upper surfaces of the surface elements should havea coating I gations 5 to the plane parts between them, I

have provided about the proper proportions of roughness to provide the necessary reaction to tractive effort without objectionably raising the resistance to rolling passage. Preferably, the plane parts areabout three times as wide as are the depressions or corrugations'. Also, by making the depressions or corrugations 5 continuous from one plane part to the other, and uninterrupted throughout their lengths, the surfacing sheet metal is amply strong even when of only moderate thickness, say about one-eighth inch, thereby saying expense; and the absence of any materially large openings results in a far more durable structure thanany where there are crevices for the collection and freezing of moisture, and for the sifting upward and loss of the filling material under the structure. These continuous and uninterrupted depressions or corrugations also act as catch basins for the coating material when it becomes somewhat fluid in hot weather, and act as reservoirs from which the material will again be distributed over the plane parts under the influence of traffic over the surface. Such sheet metal elements are set forth and claimed broadly in my copending application, Serial No. 62,787, filed November 22, 1915, from which part of the subject matter of this application has been divided out.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a railway road-crossing, in combination with the rails and cross-ties of a track, a sheet metal surface structure having means to afford tractive hold on its exposed surface, supporting means for said structure on said cross-ties, curbs extending down along the sides of said structure parallel with and spaced away from the track rails, leaving spaces for passage of wheel flanges, and ballast under and up against the lower side of said surface structure, and held away from the heads of said rails by said curbs.

2. In a railway road-crossing, in combination with the rails and cross-ties of a track,

a sheet metal surface structure comprising a plurality of sections having means to afford tractive hold on their exposed surfaces, supporting means for said sections on said cross-ties, curbs extending down along the sides of some of said sections parallelwith and spaced away from the track rails, leaving spaces for the passage of wheel flanges, and ballast under and up against the lower side of said surface structure and held away from the heads of said rails by said curbs.

3. In a railway road-crossing, in combination with the rails and cross-ties of a track, a sheet metal surface structure comprising a middle section and end sections having means to afford tractive hold on their exposed surfaces, supporting means for said structure on said cross-ties, curbs extending down along the sides of said end sections parallel with and spaced away from the track rails, leaving spaces for passage of wheel flanges, and ballast held under and upagainst the lower side of said surface structure, and held away from the heads of said rails by said curbs.

4. In a railway road-crossing, in combination with the rails and cross-ties of a track, a sheet metal surface structure having means to afford tractive hold on its exposed sur face, supporting means for said structure on said cross-ties, curbs extending down along the sides of said structure parallel with and spaced away from the track rails and extending transverselyunder the heads of the rails, leaving spaces for passage of wheel flanges, and ballast held under and up against the lower side of said surface structure, and held away from the heads of said rails by said curbs.

5. In a railway road-crossing, in combi nation with the rails and cross-ties of a track, a sheet metal element of substantially uniform thickness throughout and provided with meansto afford tractive hold on its exposed surface, supporting strips for said element mounted on said cross-ties, meansfastening said element to said strips, a downwardly extended curb integral with said element along a side thereof parallel with and spaced away from the track rail, leaving a space for passage of wheel flanges, and ballast under and up against the lower side of said element, and held away from the head of said rail by said curb.

6. In a railway road-crossing, in combination with the rails and cross-ties of a track, asheet metal element of substantially uniform thickness throughout and provided with means to aflord tractive hold on its exposed surface, supporting strips for said element mounted on the cross-ties, means fastening said element to said strips, a curb integral with said element and extending down along a side thereof parallel with and spaced away from the track rail, and ex- BEST AVAILABLE COP 4 tending transversely under the head of said rail, leav'ng a space for the passage of wheel flu ges, and ballast held under and up agains the lower side of said element, and held way from the head of said rail by said cu a.

7. In a railway road-crossing, in combination with the rails and cross-ties of a track, a plurality of sheet etal elements each of substantially uniform thickness throughout and provided with means to afford tractive hold .on their exposed surfaces, supporting strips for said elements mounted on the cross-ties, means fastening said elamonb'to said strips, a downwardly extended curb integral with some of said elements along the sides thereof parallel with and spaced away from the track rails, leaving spaces for passage of wheel flanges, and ballast under and up against the lower sides'nf said elements, and held away from 4 4%118)! of said rails by said curbs.

a railway road-crossing, incombination with the rails and cross-ties of a track, a sheet-metal element of substantially uniform thickness throughout and provided with means to afford tractive hold on its exposed surface, supporting strips for said element mounted on the cross-ties, means fastening said element to said strips, a downwardly extended curb integral with said element along a side thereof parallel with and spaced away from the track rail, leaving a space for passage of wheel flanges, and ballast under and up against the lower side of said element, and held away from the head of said rail by said curb, the terminal parts of said element, at the sides of the crossing, being bent down between the rails in the direction of the track, and lbeings'ecured to adjacent cross-ties.

9. In a railway road-crossing, in combination with the rails and cross-ties of a track, a sheet metal element of substantially uniform thickness throughout, formed with a series of alternating plane parts and depressed parts continuous between the plane parts, running substantially transversely of the direction of travel along said structure and in the general direction of the track rails, supporting strips for said element mounted on the cross-ties and running under the element transversely of its depressed parts, fastening means engaging in some of the depressed parts and extending into said supporting strips to hold the element in place, a downwardly extended curb integral with said element along a side thereof parallel with said depressed parts and spaced away from the track rail, leaving a space for passage of wheel flanges, and ballast held by said curb under and up against the lower side of said element, and held away from the head of said rail by said curb.

10. In a railway road-crossing, in combination with the rails and cross-ties of a track, a sheet metal element of substantially uniform thickness throughout, formed with a series of alternating plane parts and depressed parts continuous between the plane parts, running uninterruptedly substantially transversely of the direction of travel along said structure and in the general di rection of the track rails, supporting strips for said element mounted on the cross-ties and running under the element transversely of its depresmd parts, fastening means engaging in some of the depressed parts and extending into said supporting strips to hold said elelnent in place, a downwardly extended curb integral with said element along a side thereof parallel with said depressed parts and spaced away from the trackrail, leaving a space for passage of wheel flanges, and ballast held by said curb under and up against the lower side of said element, and held away from the head of said rail by said curb, the terminal parts of said element, at the sides of the crossing, being bent down between the rails in the direction of the track, and being secured to adjacent cross-ties. HARRY C. INNES.

Witnesses:

JAMES N. Rxmsar, CLARENCE PERDEW. 

